Indian Hypersonic Propulsion Developments
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Missile scientists encountered multiple challenges developing complex technologies | HSTDV series Part-1
Through this three-part series, we bring to you a glimpse of the early years of India’s HSTDV dream, the current state, and the road ahead..Missile scientists. multiple challenges. complex technologies. HSTDV series Part-1
www.onmanorama.com
Despite the pandemic blow, missile scientists held on to the hypersonic dream | HSTDV series Part-2
In the last one decade, missile scientists have made several design changes on HSTDV, mainly in panel separation and cruise vehicle ejection.COVID-19 pandemic blow. missile scientists. hypersonic dream. HSTDV series Part-2
www.onmanorama.com
HSTDV TEL is interesting , new boxy type enclosures at the sides compared to usual Indian TELs
One can argue for the sake of argument , that having a dedicated TEL designed specifically for HSTDV points towards the intent to operationalise HSTDV as a weapon system ( contrary to the publically published intent of its use as a technology demonstrator ).
One can argue for the sake of argument , that having a dedicated TEL designed specifically for HSTDV points towards the intent to operationalise HSTDV as a weapon system ( contrary to the publically published intent of its use as a technology demonstrator ).
In the next test, HSTDV will fly without upper stage fairings | Part-3
In this final part of the Onmanorama series ‘HSTDV Story’, we look at some of the coming stages for this mission, the future of hypersonic research.HSTDV. upper stage fairings. Part-3. DRDO. Defence
www.onmanorama.com
So in the next test, we may see the Cruise Vehicle on top of the missileIn the next test, HSTDV will fly without upper stage fairings | Part-3
In this final part of the Onmanorama series ‘HSTDV Story’, we look at some of the coming stages for this mission, the future of hypersonic research.HSTDV. upper stage fairings. Part-3. DRDO. Defence
This movie I would love to see.Teaser pics before SRK movie release
Notice that seam ?
That is probably the electronics bay for the seeker and the GNC system. The 1st flight prototype didn't have that.
We don't know if the photo above is of the HSTDV model that was recently tested or a new one. Either way the HSTDV tech is headed for weaponisation.
In the next test, HSTDV will fly without upper stage fairings | Part-3
In this final part of the Onmanorama series ‘HSTDV Story’, we look at some of the coming stages for this mission, the future of hypersonic research.HSTDV. upper stage fairings. Part-3. DRDO. Defence
Not unlike ISRO's HAVA or Scramjet Research Vehicle or whatever it's called.
On Saturday, Defence Minister Rajnath Singh will travel to Hyderabad to inaugurate India’s first hypersonic wind tunnel – a missile and aircraft testing facility so high-tech that only the US and Russia have them.
ajaishukla.blogspot.com
Hypersonic wind tunnel to take India into elite group
For all those science geeks especially those who're up to date & love fluid mechanics. Yes maamu , I'm referring to you . I'm waiting for you to break news on Paxtan's development of hypersonic propulsion system with or without the paint job.
For the sake of the Ummah & Kashmir , this is vital. In other words it's a eating grass vs achieving HSDTV at any cost scenario. Do remember Chini Abbu already has it . Shouldn't be a difficult task . @safriz
A few old photos & diagrams from DRDO's Scramjet test stand.
The test stand has a multi-strut based supersonic combustor. The schematic of the combustor is shown below:
As the schematic shows the combustor is divided into multiple sections each housing a symmetric array of struts. According to position the struts are given a Stage number. A strut is an angular device often used in aviation industry with the intention of bifurcating stream lines. Depending on the shape & size struts may be used to control turbulences, generate lift or drag etc.
In this case however struts are used as fuel injectors. So the struts will slice the supersonic stream inside the combustor & inject fuel into the stream. Thus these struts will be subjected to incredibly high pressures & temperatures during the operation of the scramjet. This posed a challenge of materials, an appropriate alloy had to be chosen for making the struts.
This is how DRDO described the material selection for a series of ground tests of the scramjet engine :
The engine was lit for 20 seconds using refined Kerosene as fuel & with Mach 2 as combustor entry speed. Remember this is from a paper published a few years back. The problems described here are solved. DRDO eventually settled on Nimonic C-263 alloy to make the struts. The alloy was further modified by DMRL before undertaking the flight test that last year. The combustor casing was made of an unnamed Nickel-based alloy.
The design of the struts were also a challenge. The struts faced very different pressures & temperatures depending on where they were placed. The Stage-I struts were subjected to a cooler undisturbed flow of air. Thus they did not need any additional cooling.
STAGE-I strut :
The Stage-I strut is the only un-cooled strut in the entire configuration. The leading edge radius is R1.5 with θwd =12°. A total of 110 injector holes are used, each of 0.5 mm diameter. The fuel injection happens in the direction perpendicular to the flow.
STAGE-II/III struts :
Stage-II & III struts have a common design. These are cooled struts with two-passages for the fuel to flow through them which act as a heat exchanger. The cooling is done by the Kerosene fuel itself. These struts also have 110 injector holes of 0.5 mm size. Perpendicular fuel injection pattern has been employed to inject the fuel.
Here is a photo of one of the Stage-II after the 20 sec ground tests :
The photo shows that the nose of the strut has undergone a significant degree of ablation. The strut survived the tests & remained thermo-structurally safe to be used for longer duration tests.
During later stages of ground tests when the size of the scramjet combustor was increased there was another stage of struts that was included.
STAGE-IV struts :
This is the newest addition to the family & carries the most complex design of them all. The trailing edge of the strut features a series of alternating wedges. The injection hole are made on the trailing edge, thus the fuel injection happens in the direction of the flow. Though exact numbers are unknown, the number of fuel injection holes are less than Stage-II/III.
Here is the general flow path configuration used for both simulations and ground testing :
The revised arrangement of the struts :
A new middle wall was introduced which allowed increasing the number of struts. Notice how there are 2 Stage-I struts instead of one. Increased fuel injection is needed for increasing the speed of the vehicle but it comes with problems. Increased number of struts & more injected fuel means significantly higher temperatures. Thus these modifications are introduced only after some breakthroughs have been made on the materials research side.
Here is the newer wind tunnel test model :
The test stand has a multi-strut based supersonic combustor. The schematic of the combustor is shown below:
As the schematic shows the combustor is divided into multiple sections each housing a symmetric array of struts. According to position the struts are given a Stage number. A strut is an angular device often used in aviation industry with the intention of bifurcating stream lines. Depending on the shape & size struts may be used to control turbulences, generate lift or drag etc.
In this case however struts are used as fuel injectors. So the struts will slice the supersonic stream inside the combustor & inject fuel into the stream. Thus these struts will be subjected to incredibly high pressures & temperatures during the operation of the scramjet. This posed a challenge of materials, an appropriate alloy had to be chosen for making the struts.
This is how DRDO described the material selection for a series of ground tests of the scramjet engine :
The engine was lit for 20 seconds using refined Kerosene as fuel & with Mach 2 as combustor entry speed. Remember this is from a paper published a few years back. The problems described here are solved. DRDO eventually settled on Nimonic C-263 alloy to make the struts. The alloy was further modified by DMRL before undertaking the flight test that last year. The combustor casing was made of an unnamed Nickel-based alloy.
The design of the struts were also a challenge. The struts faced very different pressures & temperatures depending on where they were placed. The Stage-I struts were subjected to a cooler undisturbed flow of air. Thus they did not need any additional cooling.
STAGE-I strut :
The Stage-I strut is the only un-cooled strut in the entire configuration. The leading edge radius is R1.5 with θwd =12°. A total of 110 injector holes are used, each of 0.5 mm diameter. The fuel injection happens in the direction perpendicular to the flow.
STAGE-II/III struts :
Stage-II & III struts have a common design. These are cooled struts with two-passages for the fuel to flow through them which act as a heat exchanger. The cooling is done by the Kerosene fuel itself. These struts also have 110 injector holes of 0.5 mm size. Perpendicular fuel injection pattern has been employed to inject the fuel.
Here is a photo of one of the Stage-II after the 20 sec ground tests :
The photo shows that the nose of the strut has undergone a significant degree of ablation. The strut survived the tests & remained thermo-structurally safe to be used for longer duration tests.
During later stages of ground tests when the size of the scramjet combustor was increased there was another stage of struts that was included.
STAGE-IV struts :
This is the newest addition to the family & carries the most complex design of them all. The trailing edge of the strut features a series of alternating wedges. The injection hole are made on the trailing edge, thus the fuel injection happens in the direction of the flow. Though exact numbers are unknown, the number of fuel injection holes are less than Stage-II/III.
Here is the general flow path configuration used for both simulations and ground testing :
The revised arrangement of the struts :
A new middle wall was introduced which allowed increasing the number of struts. Notice how there are 2 Stage-I struts instead of one. Increased fuel injection is needed for increasing the speed of the vehicle but it comes with problems. Increased number of struts & more injected fuel means significantly higher temperatures. Thus these modifications are introduced only after some breakthroughs have been made on the materials research side.
Here is the newer wind tunnel test model :
This Twitter account has some new information on Hypersonic Missiles
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